Combined cooling and liquid-feed systelu



. W. JAY.

COMBINED COOLING AND LIQUID FEED SYSTEM.

APPLICATION FILED APR. 9, i918.

1,309,985. Patented July 1919.

W'EIBB JAY, OF CHICAGO, ILLINOIS.

COMIBINED COOLING AND LIQUID-FEED SYSTEM.

Specification of Letters Patent.

' Application filed April 9, 1918, Serial No. 227,486.

10 all whom it may concern:

Be it known that I, WEBB JAY, acitizen of the United States, residing atChicago, in the county of Cook and the State of Illinois, have inventedcertain new and useful Improvements in Combined Cooling and Liquid-FeedSystems, of which the following is a specification, reference being hadto the accompanying drawings, forming a part thereof.

- The purpose of this invention is to provide an arrangement forutilizing the same liquid as fuel and as the cooling medium in thecirculatory system of an internal combustion engine. It consists in thecombination and relation of parts hereinafter described and shown in thedrawings as indicated by the claims.

In the drawings: F igure 1 is a diagrammatic side elevation of aninternal combustion engine and a carbureter, a radiator and a fuelsupply tank associated therewith together with suit able pipeconnections for carrying out this invention.

Fig. 2 is a similar diagram showlng 1n side elevation a portion of anengine with its carburetor and radiator provided with a connection forcarrying out this invention in accordance with the modificationhereinafter. described.

The drawing shows in outline an internal combustion engine, 1, providedwith a carbureter, 2, and fitted with the usual acket,

3'. around the combustion chambers of the cylinders arranged to containa liquid cooling medium the radiator, 4, for the liquid cooling mediumis connected at its lower portion witlithe jacket, 3, by means of apipe,

40 5, including a circulating pump, 6, and a second connection leadsfrom the upper part of the jacket, 3, tothe upper portion of theradiator-,4, as indicated at 7.

The usual supply tankfor the liquid fuel,

such as gasolene'or kerosene, to be employed in the carburetor, 2, isshown at 8, provnled with a feed pipe,-9, leading from the lower portionof the tank to a feed pump, 10, adapted to pass the liquid fuel by acheck valve, 11, through pipe, 12, into the lower portion of theradiator, 4. From the upper portion of said radiator, a a feed pipe, 13,

, tion in said system, but will Patented July 15, 1919.

interconnected in a way with the circulatory system, it is not dependentupon the circulabe maintained so long as a suiiicient level of liquidismaintained in the radiator, l, to permit overflow therefrom into thefeed pipe, 13, to the cdrbureter, 2. To insure an adquate supply of fuelat all times, it is feed pump, 10, have a capacity considerably inexcess'of the normal demand of the carbureter, 2, and in fact equal tothe maximum expected demand, and to prevent such overcapacity andresulting oversupply of fuel through the pump, 10, from creating pres;-sure in the cooling circulatory system or in the fuel supply pipe,overflow pipe, 14, is arranged leading into the upper portion of theradiator, a, just above the highest level at which it is desired tomaintaimthe liquid therein and discharging into the upper porton of thetank, 8, said tank being provided with an atmospheric vent, 15,

' whereby the overflow pipe, 14, normally serves as a vent pipe for theradiator, 4, thus placing-the liquid supply in said radiator underatmospheric pressure and permittin ordinary gravity flow of the liquidfuel i; erein through the feed pipe, 13, to

the carbureter, 2.

It will be evident that this system by passing the liquid fuel throughthe radiator, 4, from which the excess heat of the engine is dissipated,provides asimple means of preheating the fuel, thus insuring its readyvaporization in the carburetor, 2, which is especially important ifkerosene is the fuel employed. It also provides a practicallynon-freezing cooling. medium since both kerosene and gasolene solidifyat a much lower temperature than water and do not freeze at any usualwinte temperatures such as are experienced in most countries.

It will be seen that, by having the feed pipe, 13, lead from a. point inthe radiator near the top, it becomes impossible for liquid fuel to bewithdrawn therefrom to an extent which would lower the liquid level inthe radiator dangerously so as to permit overheating of the engine byreason of inadequate provision for cooling it. In certain preferablethat the through wise become stalled by a complete emptying oi thesupply tank, 8, at a considerable dis 'tance from a fuel supply station,it may be safe and desirable to withdraw a greater portion of the liquidfrom the cooling system for use in the carburetor, 2, and for thispurpose a su 'u ilcmental feed pipe", 16, is provided leading from thejacket, 3, of the en glue, 1. A valve, 17, controlling the inlet to thecarbureter may be such as to provide access thereto either through thepipe, ill, or the pipe, 16, as the case may require. A still differentarrangement for carburetor feed is shown in Fig. 2,. in which asupplemental feed ipe, l8, isconnected by a T-fitting, 19, into tie"feed pi e, 12, leading from pump, 10. A valve, 1 is providedcontrolling communication between the pipe, 18, and the carbureter, 2,and also between the pipe, 13, and said carburetor, so that with onesetting of said valve the normal supply by the-pipe, 13, may be had, butwith another position of the valve, 17, thefuel may be pumpedsimultaneously through the pipe, 12, to the radiator, at, and alsothrough the branch pipe, .18, to the carbureter, 2. This arrangementwould further provide that, in the event of failure of supply in thetank, 8, so that no further liquid was furnished from the pump, 10, thecheck valve, 11, would retain all liquid which had been pumped past itand the carburetor, 2, would be fed by a back flow from the radiator, 4,until the liquid level in the radiator and carbu reter were equalized,thus reducing the level 01" liquid in the radiator to a dangerous point,perhaps, but serving a temporary emergency which might otherwisecoinpletcly sell the vehicle.

With the absorption of heat by the liquid fuel used in the coolingsystem, it will be evident that the liquid in the radiator, 4, willvaporize readily and the space above the liquid in the radiator will beheavily impregnated with the gaseous form of said fuel. This may betaken advantage of by leading a feed pipe, 21, from the ea or dome, 20,at the top of said radiator own to a connection, 22, with the airintake, 23, of the carburetor, 2, so as to supply this gas-ink.pregnated air directly to the carburetor. To prevent the suction actingat the air intake, 23. from unduly reducing this pressure in the cap ordome, 20, of the radiator, and thus altering the liquid level therein,an air relief valve, 21, controlled by a relatively light spring, 25,may be provided in the conduit cons ing oi the pipe, 21, and theeonnecllon, 1.3, so that excessive suction of the engine will besatisfied by additional air supplied through this inwardly openingvalve, 24, instead of by undue reduction in the pressure in the top ofthe radiator. If desired a manual control for the valve, 2%, may beprovided in the form of a pull rod. 26, acting through lever, 27, foropening tl-e valve at will to furnish such additional air to thecarburetor through the intake,

As previously indicated, pressure is maintained in the upper portion ofthe radiator through the overflow pipe, 1%, leading from the tank, 8,which has an atmospheric vent, 15. To exclude dirt from the tank, whichmight otherwise enter at such vent, 15, and also to prevent the liquidfrom splashing outof the tank to said vent upon violent vibration of thevehicle, the vent may be fitted-with a pipe or tube, 28, terminatin in adownwardly opening port, 2%), control ed by a very light check valve,30, which will be readily raised oil its seat to admit atmospheric.pressure upon any slight reduction of pressure in the tank, 8, but whichwill be seated by any outward flow of liquid through the pipe, 28.

I. claim:

1. In combination with an internal combustion engine having a carburetorand a circulatory cooling system comprising a. jacket inclosing theexplosion chamber of the engine, and a radiator in said circulatorysystem, a main liquid fuel supply tank at a lower level than thecarburetor; a conduit by means of which the fuel passes to the radiatorbefore it reachesthe cooling jacket, and means for causing flow of theliquid fuel from said main low tank into the radiator to a high leveltherein, and a conduit from the radiator to the carburetor; whereby theradiator serves as a reservoir for supplying the carburetor with liquidfuel by gravity flow.

2. In a construction such as defined in claim 1, the carburetorcomprising a liquidcontaining chamber which directly supplies thecarburetor, and with which the liquid fuel connection fromthecirculatory system is made.

3. In a construction such as defined in claim 1, the carburetorcomprising a liquid fuel chamber and the liquid fuelbeing delivered bygravity only from the circulatory system to said carburetor chamber.

4. in a construction such as defined in atmospheric claim 1, theradiator having an overflow pipe leading back to the main tank.

5. In a construction such as defined in claim 1, the conduit from themain fuel supply tank being connected for discharge in the rad'ator at alow level therein and the conduit to the carburetor leading from a highlevel in the radiator.

6. In a construction such as defined in to the carbureter either fromthe radiator claimlythe pipe line leading from the caror from thejacket. bureter having an in-leading branch which is In testimonywhereOffI have hereunto set 10 connected directly with the jacket at arelamy hand at Chicago, Illin0is,-this 3rd day 5 tively low pointtherein, and a three way of April, 1918.

vahe at the junction of such in-leading branch to be set at will fordelivery of fuel WEBB JAY.

